Alert systems and methods for a vehicle

ABSTRACT

Haptic feedback systems, vehicle seat assemblies, and vehicles are provided. The haptic feedback system includes a bottom seat member, a first motor, and a second motor. The bottom seat member includes a seat pan with a first side, a second side, a first bolster, and a second bolster. The first bolster is positioned on the first side of the seat pan and the second bolster is positioned on the second side of the seat pan, wherein the first bolster and the second bolster include a resilient material. The first motor supported by the resilient material of the first bolster and the second motor is supported by the resilient material of the second bolster.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/663,516 filed Jun. 22, 2012 and hereby incorporated by reference.

TECHNICAL FIELD

The technical field generally relates to driver alert systems andmethods, and more particularly relates to driver alert systems andmethods that include haptic devices associated with a vehicle seatassembly.

BACKGROUND

Collision avoidance systems warn drivers of potential collision threatsthat may be in the line-of-sight of the driver (e.g., detected byon-board vehicle sensors) or out of the line-of-sight of the driver(e.g., determined from wireless vehicle-to-vehicle communications and/orvehicle-to-infrastructure communications). Collision avoidance systemsmay generate visual and/or auditory alerts to warn a vehicle driver ofthe potential collision threats. However, vehicle designers continue todevelop more effective mechanisms for alerting the driver to a conditionthat needs attention, particularly haptic alert assemblies.

Accordingly, it is desirable to provide methods and systems for alertinga driver of the vehicle using a haptic device, particularly improvedmethods and systems that generate more effective haptic alerts. Otherdesirable features and characteristics of the present invention willbecome apparent from the subsequent detailed description and theappended claims, taken in conjunction with the accompanying drawings andthe foregoing technical field and background.

SUMMARY

A haptic feedback system is provided for alerting a seat occupant. Inone embodiment, the haptic feedback system includes a bottom seatmember, a first motor, and a second motor. The bottom seat memberincludes a seat pan with a first side, a second side, a first bolster,and a second bolster. The first bolster is positioned on the first sideof the seat pan and the second bolster is positioned on the second sideof the seat pan. The first bolster and the second bolster include aresilient material. The first motor supported by the resilient materialof the first bolster and the second motor is supported by the resilientmaterial of the second bolster.

A vehicle seat assembly is provided for alerting a seat occupant. In oneembodiment, the vehicle seat assembly includes a seat frame, a bottomseat member, a first motor, and a second motor. The bottom seat memberis secured to the seat frame and includes a seat pan with a first sideand a second side, a first bolster positioned on the first side of theseat pan, and a second bolster positioned on the second side of the seatpan. The first bolster and the second bolster include a resilientmaterial. The first motor is supported by and separated from the seatframe by the resilient material of the first bolster to attenuatevibrations between the first motor and the seat frame. The second motoris supported by and separated from the seat frame by the resilientmaterial of the second bolster to attenuate vibrations between thesecond motor and the seat frame.

A vehicle is provided for providing haptic alerts to occupants. In oneembodiment, the vehicle includes a seat frame, a bottom seat member, afirst motor, a second motor, and a controller. The bottom seat member issecured to the seat frame and includes a seat pan with a first side anda second side, a first bolster positioned on the first side of the seatpan, and a second bolster positioned on the second side of the seat pan.The first bolster and the second bolster include a resilient material.The first motor is supported by and separated from the seat frame by theresilient material of the first bolster to attenuate vibrations betweenthe first motor and the seat frame. The second motor is supported by andseparated from the seat frame by the resilient material of the secondbolster to attenuate vibrations between the second motor and the seatframe. The controller is in communication with the first motor and thesecond motor and generates a first pulse width modulation (PWM) signalto command the first motor based on a vibrational coupling between thefirst motor and the second bolster. The controller generates a secondPWM signal to command the second motor based on a vibrational couplingbetween the second motor and the first bolster.

DESCRIPTION OF THE DRAWINGS

The exemplary embodiments will hereinafter be described in conjunctionwith the following drawing figures, wherein like numerals denote likeelements, and wherein:

FIG. 1 is a functional block diagram illustrating a vehicle thatincludes a driver alert system in accordance with exemplary embodiments;

FIG. 2 is a schematic side positional view of a vehicle seat assembly ofthe vehicle of FIG. 1 in accordance with an exemplary embodiment;

FIG. 3 is a partial top positional view of the seat assembly of FIG. 2in accordance with an exemplary embodiment;

FIG. 4 is a schematic top positional view of haptic actuator devicesincorporated into the seat assembly of FIG. 3 in accordance with anexemplary embodiment;

FIG. 5 is a schematic side positional view of haptic actuator devicesincorporated into the seat assembly of FIG. 3 in accordance with anexemplary embodiment;

FIG. 6A is a side positional view of a motor incorporated into the seatassembly of FIG. 3 in accordance with an exemplary embodiment;

FIG. 6B is a graphical view of an actuation profile and an accelerationprofile in accordance with exemplary embodiments;

FIG. 7 is an isometric view of an actuator housing incorporated into theseat assembly of FIG. 3 in accordance with an exemplary embodiment;

FIG. 8 is a side view of the actuator housing of FIG. 7 in accordancewith an exemplary embodiment;

FIG. 9 is a top positional view of the seat assembly of FIG. 3 duringinstallation in accordance with an exemplary embodiment;

FIG. 10 is a more detailed, partial top positional view of the seatassembly of FIG. 3 during installation in accordance with an exemplaryembodiment;

FIG. 11 is another more detailed, partial top positional view of theseat assembly of FIG. 3 during installation in accordance with anexemplary embodiment;

FIG. 12 is a cross-sectional view along line 12-12 of FIG. 11 inaccordance with an exemplary embodiment; and

FIG. 13 is a cross-sectional view along line 13-13 of FIG. 11 inaccordance with an exemplary embodiment.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and isnot intended to limit the application and uses. Furthermore, there is nointention to be bound by any expressed or implied theory presented inthe preceding technical field, background, brief summary or thefollowing detailed description. It should be understood that throughoutthe drawings, corresponding reference numerals indicate like orcorresponding parts and features. As used herein, the term module refersto an application specific integrated circuit (ASIC), an electroniccircuit, a processor (shared, dedicated, or group) and memory thatexecutes one or more software or firmware programs, a combinationallogic circuit, and/or other suitable components that provide thedescribed functionality.

Broadly, exemplary embodiments discussed herein refer to driver alertsystems and methods implemented as a vehicle seat assembly. The driveralert systems and methods may include actuators incorporated into seatbolsters that provide improved haptic responses and more efficientinstallation.

FIG. 1 is a functional block diagram illustrating a vehicle 10 thatincludes a driver alert system 100 in accordance with exemplaryembodiments. Although not shown, the vehicle has a generally knownconfiguration with one or more seats for supporting a driver andpassenger(s). In some embodiments, the vehicle has other seating styles,such as free standing, bench seats, etc. Additional details about avehicle seat assembly 200 will be provided below after a briefdescription of the driver alert system 100.

In general, the driver alert system includes one or more collisionavoidance modules 110, a communications module 120, a control module130, a haptic alert assembly (or haptic feedback assembly) 140, and oneor more additional alert devices, including a visual alert device 150,an auditory alert device 152, and an infotainment alert device 154. Asintroduced above and as described in greater detail below, the hapticalert assembly 140 may be incorporated into the vehicle seat assembly200, which may also be considered part of the driver alert system 100.During operation and as also discussed in greater detail below, thecontrol module 130 receives input signals from the collision avoidancemodules 110 and communications module 120 that indicate the possibilityof a collision condition. The control module 130 evaluates the inputsignals, and as appropriate, operates the haptic alert assembly 140and/or alert devices 150, 152, 154 to alert the driver of the collisioncondition. As such, the driver alert system 100 may function to alertthe driver of a collision condition such that avoidance maneuvers (e.g.,braking and/or steering) and/or automatic crash mitigation responses(e.g., braking and/or steering) may be initiated. Although the figuresshown herein depict example arrangements of elements, additionalintervening elements, devices, features, or components may be present inan actual embodiment.

In general, the collision avoidance modules 110 include one or moreon-board vehicle sensors (e.g., camera, radar, and/or lidar) that detecta potential for a collision based on the vehicle sensor signals. Thecollision avoidance modules 110 may generally be implemented as, forexample, forward collision warning systems, lane departure warningsystems, lane keeping assist systems, front park assist systems, rearpark assist systems, front automatic braking systems, rear automaticbraking systems, rear cross traffic alert systems, adaptive cruisecontrol (ACC) systems, side blind spot detection systems, lane changealert systems, driver attention systems, front pedestrian detectionsystems, and rear pedestrian detection systems. As noted above, thedriver alert system 100 may further include communications module 120 toenable communications between vehicles and/or between the vehicle and aninfrastructure to forecast potential collision due to traffic oractivity either inside the line-of-sight of the driver or outside of theline-of-sight of the driver (e.g., a road hazard or traffic jam ahead isdetected beyond the driver's line-of-sight). In general, the collisionavoidance modules 110 and/or communications module 120 arecommunicatively coupled to a control module 130 that evaluates apotential for a collision based on the vehicle sensor signals and/orcommunications.

The control module 130 includes one or more submodule or units 132, 134,136, and 138 that cooperate to evaluate the signals from the collisionavoidance modules 110 and communications module 120, and in response,generate a control signal for operating one or more of the haptic alertassembly 140 and/or the devices 150, 152, 154. As described below, thecontrol module 130 may include a monitoring unit 132, a userconfiguration unit 134, an evaluation unit 136, and a patterndetermination unit 138. As can be appreciated, the units shown in FIG. 1may be combined and/or further partitioned to similarly coordinate andprovide driver alerts.

In general, the monitoring unit 132 monitors input from variouscomponents of the vehicle 10, particularly the haptic alert assembly 140to determine proper operation. If the monitoring unit 132 determinesthat a component is malfunctioning, the monitoring unit 132 may generatea warning message, a warning signal, and/or a faulty condition statusthat may be communicated to the vehicle driver or technician.

The user configuration unit 134 manages the display of a configurationmenu and manages user input received from a user interacting with theconfiguration menu. Such a configuration menu may be displayed on adisplay device within the vehicle or remote from the vehicle. In variousembodiments, the configuration menu includes selectable options that,when selected, allow a user to configure the various alert settingsassociated with the devices 150, 152, 154 and/or haptic alert assembly140. The alert settings for the haptic alert device 140 can include, butare not limited to, an occurrence of the vibration (e.g., whether or notto perform the vibration for a particular mode), a location of thevibration on the seat, an intensity of the vibration, a duration of thevibration, a rate of the vibration, and/or a frequency of the pulses ofthe vibration. Based on the user input received from the userinteracting with the configuration menu, the user configuration unit 134stores the user configured alert settings in an alert settings database.As can be appreciated, the alert settings database may include volatilememory that temporarily stores the settings, non-volatile memory thatstores the settings across key cycles, or a combination of volatile andnon-volatile memory.

The evaluation unit 136 functions to ascertain the current mode of thevehicle 10 and to evaluate, based on that mode, the condition inputsignals and communications from the collision avoidance modules 110 andcommunications module 120. Based on this evaluation, the evaluation unit136 may determine that a collision condition exists, e.g., that thevehicle may have the potential to be imminently in a collision. Upondeclaring a collision condition, the evaluation unit 136 sends anappropriate signal to the pattern determination unit 138. The signal mayalso indicate the nature of the collision condition.

Upon indication of the collision condition, the pattern determinationunit 138 generates a control signal to operate one or more of thedevices 150, 152, 154 and/or haptic alert assembly 140. In one exemplaryembodiment, the control signal may define one or more alert patternsbased on the collision condition. The alert patterns include hapticalert patterns, visual alert patterns, and/or auditory alert patterns.In various embodiments, the pattern determination unit 138 determinesthe alert patterns by retrieving the predefined alert settings and/orthe user defined alert settings from the alert setting database based onthe collision condition. Additional details about the alert patterns arediscussed below.

The alert pattern may also indicate a synchronization of multipleaspects of the devices 150, 152, 154 and haptic alert assembly 140. Forexample, and as discussed below, the haptic alert assembly 140 mayinclude multiple actuators, such as right and left actuators. As such,the alert pattern may include directional commands, such as theoperation of the right and/or left actuator to provide additionalinformation about the nature of the collision condition (e.g., operationof only the right actuator would indicate collision threat is on theright).

Any suitable visual alert device 150 and auditory alert device 152 maybe provided. As example, the visual alert device 150 may be implementedas a light within the interior of the vehicle 10 and the auditory alertdevice 152 may be implemented as part of the vehicle stereo system. Theinfotainment alert device 154 may correspond to a device or combinationof devices for interacting with the vehicle 10. For example, theinfotainment alert device 154 may include a display screen integratedthe dashboard and user interfaces, such as a touch screen, buttons,and/or rotary dials. The alert signals associated with the infotainmentalert device 154 may take the form of visual, audible, and/or hapticalert.

The haptic alert assembly 140 may be any suitable haptic alert device.In one exemplary embodiment, the haptic alert assembly 140 isimplemented as part of the vehicle seat assembly 200, as will now bedescribed in greater detail.

FIG. 2 is a schematic side view of a vehicle seat assembly 200 inaccordance with an exemplary embodiment. The seat assembly 200 may beinstalled on a floor of the passenger area of a vehicle, such as thevehicle 10 described above. In one exemplary embodiment, the seatassembly 200 is a driver seat for an automobile, although in otherexemplary embodiments, the seat assembly 200 may be a passenger seatand/or implemented into any type of vehicle.

As shown in FIG. 2, the seat assembly 200 includes a lower seat member210, a seat back member 220, a head rest 230, and a haptic alertassembly 140, such as the haptic alert assembly 140 introduced above inthe discussion of FIG. 1. The lower seat member 210 defines a generallyhorizontal surface for supporting an occupant (not shown). The seat backmember 220 may be pivotally coupled to the lower seat member 210 anddefines a generally vertical surface for supporting the back of anoccupant. The head rest 230 is operatively coupled to the seat backmember 220 to support the head of an occupant. Similar to FIG. 5described below, the lower seat member 210, the seat back member 220,and the head rest 230 are each formed by a resilient material (e.g., afoam body) mounted on a frame and covered with a cover.

As described in greater detail below, the haptic alert assembly 140 isinstalled in the lower seat member 210 to provide haptic signals (e.g.,vibrations) to the occupant in predetermined situations. As noted above,the haptic alert assembly 140 is part of the driver alert system 100 toalert the driver and/or automatically control (e.g., brake, or steer)the vehicle to either help the driver avoid the crash or reduce thecrash impact speed.

FIG. 3 is a top view of the seat assembly 200 of FIG. 2 in accordancewith an exemplary embodiment. As shown in FIG. 3, the lower seat member210 generally includes a seat pan 310, a first bolster 320, and a secondbolster 330. The bolsters 320, 330 are generally considered the leftoutermost and right outermost side of the lower seat member 210,respectively. As can be appreciated, in various other embodiments, theseat pan 310 can be without bolsters 320, 330, such as a flat seat. InFIG. 3, the bolsters 320, 330 are arranged on the longitudinal sides ofthe seat pan 310 (e.g., the left and right sides) to support the legsand thighs of the occupants. Each of the bolsters 320, 330 may beconsidered to have a front end 324, 334 and a back end 326, 336 relativeto the primary direction of travel. As shown, the seat back member 220may overlap a portion of the bolsters 320, 330 at the back ends 326,336. As is generally recognized in seat design, the bolsters 320, 330are arranged on the sides of the lower seat member 210, typically at anangle to the seat pan 310.

FIG. 3 additionally illustrates positional aspects of the haptic alertassembly 140. In particular, the haptic alert assembly 140 includes afirst actuator 322 installed in the first bolster 320 and a secondactuator 332 installed in the second bolster 330. The first and secondactuators 322, 332 are coupled to a haptic controller 350 with a wiringharness 360. In one exemplary embodiment, the haptic controller 350corresponds to the control module 130 discussed above, although thehaptic controller 350 may alternatively be a separate controller.

In general, the first and second actuators 322, 332 are positioned toenable the occupant to clearly and quickly perceive and differentiatevarious types of haptic signals without negatively impacting seatcomfort and seat durability. The particular locations of the first andsecond actuators 322, 332 may additionally depend on seat designconsiderations, including seat structure, bolster design, and foamthickness. Although the first and second actuators 322, 332 aredescribed as being positioned in the bolsters 320, 330, in otherembodiments, the first and second actuators 322, 332 may be positionedin other areas of the seat assembly 200, such as the seat pan 310, seatback member 220, and/or the head rest 230.

As shown, first and second actuators 322, 332 (e.g., two actuators) areprovided to independently generate the desired haptic signals to theoccupant either on the left side, right side, or both the left and rightsides. However, in other embodiments, additional actuators may beprovided. In one exemplary embodiment, installation of the first andsecond actuators 322, 332 in the first and second bolsters 320, 330functions to isolate the actuators' vibration 322, 332 from one anothersuch that the actuators 322, 332 tactile vibration is decoupled (orisolated) from one another.

As such, the vibrations may be highly localized. Consequently, when itis desired to generate only of these two actuators (e.g., the leftactuator), the seat occupant does not experience unintended vibrationsthat can travel through the seat cushion material or seat structure tothe other actuator location (e.g., the right actuator). As one example,the peak amplitude of measured vertical acceleration at the activatedactuator location normal to the seat bolster surface may be at leastseven times greater than the peak amplitude of the measured accelerationalong the axis parallel to the axis of rotation of the motor actuation.

In one exemplary embodiment, the first and second actuators 322, 332 arepositioned about two-thirds of the distance between the front ends 324,334 of the bolsters 320, 330 and the seat back member 220. In oneexemplary embodiment, the first and second actuators 322, 332 (e.g., theforward edge of the actuators 322, 332) may be laterally aligned withthe H-point (or hip-point) 370, as schematically shown. In otherembodiments, the actuators 322, 332 (e.g., the rear edge of theactuators 322, 332) are positioned approximately 25 cm forward of theH-point 370 and/or between 0 cm and 25 cm forward of the H-point 370. Asgenerally recognized in vehicle design, the H-point 370 is thetheoretical, relative location of an occupant's hip, specifically thepivot point between the torso and upper leg portions of the body. Ingeneral and as discussed above, the actuators 322, 332 are positionedwith consideration for performance, seat durability, and seat comfort.However, the exemplary positions discussed herein enable advantageousoccupant reaction times from the perspectives of both recognition andinterpretation (e.g., feeling the vibration and recognizing the alertdirection), typically on the order of hundreds of milliseconds. In oneexemplary embodiment, the location of the H-point 370 is unchanged ascompared to a lower seat member without a haptic feedback assembly.

As described below, the two actuators 322, 332 provide advantages withrespect to the occupant detection and interpretation of alert (e.g., thedirection of the crash threat), seat comfort, and seat durability. Inone exemplary embodiment, the actuators 322, 332 may individuallygenerate first and second portions of a haptic alert, respectively, orbe individually operated to generate the entire response. As an example,the two actuators 322, 332 provide a clear signal regarding the natureof the alert and direction the alert is referring to, e.g., rapidpulsing of the left actuator 322 signals to the driver indicate theyhave drifted across a left lane marking without their left turn signalactivated. Additional actuators, such as also activating the rightactuator in this case of a left lane departure, will reduce the chancethe occupant will correctly associate the activation with a left sideevent and it will increase the time it takes for the occupant todetermine a left side event has occurred (e.g., if the actuation occurswhen the driver is looking away from the road ahead). Similarly, theposition and size of the actuators 322, 332 provide advantages withrespect to seat durability, which can be measured by commonly usedsliding entry, jounce and squirm, and knee load durability seatvalidation tests. The actuators 322, 332 may be designed to function for100,000 actuation sequences over 150,000 miles of vehicle life. Otheractuator positions may compromise occupant detection and alerteffectiveness, seat comfort, and seat durability. For example, if thehaptic device is placed at the very front edge of the seat, the occupantmay not perceive seat vibrations if they pull their legs back againstthe front portions of the seat.

As described above, the haptic controller 350 commands actuators 322,332 based on a haptic pattern. For example, when an object is detectedapproaching from the right side of the vehicle when the occupant isbacking a vehicle, the actuator 332 positioned near the driver's rightleg is selected for actuation. Conversely, when an object is detectedapproaching from the left side of the vehicle when the occupant isbacking a vehicle, the actuator 322 positioned near the driver's leftleg is selected for actuation. The actuators 322, 332 are similarlyselected for right and left lane departure warnings, or other potentialhazards detected to the sides of the vehicle. When a potential hazard isdetected to the front or rear of the vehicle, the haptic controller 350selects actuators 322, 332 on both sides of the driver to actuate.

In one exemplary embodiment, the peak amplitude of measured verticalacceleration at the activated actuator location normal to the seatbolster surface may be at least five times greater than the peakamplitude of the measured acceleration in the vertical, fore-aft, andlateral directions at non-activated actuator locations. Moreover, by wayof example, the actuation profile may be adjusted to create a desiredacceleration profile felt by variously sized drivers. For example, ahigh frequency component of the vibration corresponding to therotational speed of the motor 600 is preferably within the range of 55to 67 Hz. The high frequency component is also selected to reduceundesirable interactions with road vibration frequencies (e.g., maskingof the actuation vibration). The vertical acceleration of the vibrationis preferably between 50 and 72 m/s², and this acceleration level ispreferably within 10% across each of the actuator locations.

FIGS. 4 and 5 are respective top and side views of portions of thehaptic alert assembly 140 relative to an exemplary occupant 400. Asshown, the first and second actuators 322, 332 are positionedimmediately proximate to each thigh of the occupant. In the depictedexemplary embodiment, the occupant 400 is a female with the size in thelowest fifth percentile. In other words, the depicted occupant 400 isrelatively small with respect to an average occupant and largeroccupants will generally have higher seat pressure distributions nearthe haptic seat devices and will generally make contact with a largerarea of the seat.

FIGS. 4 and 5 further illustrate resilient material (e.g., a foam bodyin a bolster) secured to the seat frame 401. The actuators 322, 332 mayinclude motors and as are supported by and separated from the seat frame401 by the foam bodies of the bolsters to attenuate vibrations betweenthe actuators and the seat frame 401. In some embodiments, the actuators322, 332 are encompassed by the resilient material.

FIG. 6A is a side view of a motor 600 that may be incorporated into theactuators 322, 332 described above. As an example, one motor 600 may beincorporated into each actuator 322, 332. The motor 600 may be arelatively small and light motor, for example, a 12VDC motor in which anelectric current drives magnets or coils to rotate output shaft 602. Aneccentric mass 604 is coupled to and rotates with the shaft 602 toproduce a haptic response. In other words, the eccentric mass 604 isselectively rotated to produce a vibrating sensation for an occupant.The motor 600 and/or shaft 602 may be sized and shaped to produce thedesired characteristics of the haptic response. Other types of motorsand/or actuation assemblies may be provided, including smart materials.

Referring now to FIG. 6B, examples of an actuation profile 500 and anacceleration profile 510 are illustrated in accordance with someembodiments. The actuation profile 500 represents the commandedactuation signal sent to the motors to determine the intensity andduration of haptic feedback felt by the driver. For example, theactuation profile may represent the average signal generated by thehaptic controller 350 to command the actuators 322, 332. The actuationprofile 500 includes an active period 502 and an inactive period 504.For example, the active period 502 may be defined by a positive voltagesignal generated by the haptic controller 350 and the inactive period504 may correspond to a low or zero voltage signal generated by thehaptic controller 350. Each active period 502 has a leading edge 506 anda trailing edge 508. During the active period 502, the haptic actuatoris commanding the selected motors to rotate. During the inactive period504, the haptic actuator is not commanding the selected motors torotate. It should be appreciated that the active period 502 is arepresentation of the average signal applied to the motors, and in factmay include rapidly repeating PWM sequences.

The acceleration profile 510 indicates the acceleration at the surfaceof the seat bolster. For example, the acceleration profile 510 may bemeasured with an accelerometer placed at the surface of the firstbolster 320 to measure acceleration due to actuation of the actuator322. The acceleration profile 510 illustrates haptic pulses 512 that arevaried in length and spacing to create the haptic feedback felt by thedriver of the vehicle. The haptic feedback created by the haptic pulses512 indicates the type of alert. The acceleration profile 510 includesfirst direction data 514, second direction data 516, and third directiondata 518. In the embodiment illustrated, the first direction data 514corresponds to acceleration measured normal to the seat bolster surface,the second direction data 516 corresponds to acceleration measured atthe surface of the bolster in a fore-aft direction with respect to themotor, and the third direction data 518 corresponds to accelerationmeasured at the surface of the bolster in a lateral directionperpendicular to the vertical and fore-aft directions

In one exemplary embodiment, the peak amplitude of measured verticalacceleration at the activated actuator location normal to the seatbolster surface is at least five times greater than the peak amplitudeof the measured acceleration in the vertical, fore-aft, and lateraldirections at non-activated actuator locations. Moreover, by way ofexample, the actuation profile may be adjusted to create a desiredacceleration profile felt by variously sized drivers. For example, ahigh frequency component of the vibration corresponding to therotational speed of the motor 400 may be within the range of 55 to 67Hz. The high frequency component is also selected to reduce undesirableinteractions with road vibration frequencies. The vertical accelerationof the vibration may be between 50 and 72 m/s². In one example, thevertical acceleration level is within 10% across each of the actuatorlocations.

In general, the acceleration profile 510 at the seat bolster increasesduring the active period 502 of the actuation profile 500 and decreasesduring the inactive period 504 of the actuation profile 500. Therelative duration of the active period 502 and inactive period 504 ofthe actuation profile 500 may be used to indicate the severity of thepotential hazard. Additionally, the time between active periods 502 andinactive periods 504 may be decreased to indicate more urgent alerts.For example, unique haptic alert actuation profiles 500 may be used todistinguish between near-field imminent crash alerts and far-fieldadvisory events that may occur beyond the driver's line of sight.

The motor 600 may be operated in a manner to create haptic pulses at thesurface of the seat bolster (e.g., bolster 320, 330) varied in length,spacing, and intensity to create the haptic feedback felt by the driverof the vehicle. The haptic feedback created by the haptic pulsesindicates the type of alert, e.g., the nature of the collisioncondition. The haptic controller 350 determines the appropriate voltageand determines, for example, a pulse width modulation (PWM) pattern of“on” periods where voltage is provided to the motor 600 and “off”periods where no voltage is provided to the motor 600.

In some embodiments, the relative duration of the active period andinactive period may be used to indicate the severity of the potentialhazard, and/or the time between active periods and inactive periods maybe decreased to indicate more urgent alerts, such as the differencebetween near-field imminent crash alerts and far-field advisory eventsthat may occur beyond the driver's line of sight. Distinction betweenurgent and non-urgent alerts may be communicated by varying the hapticfeedback to the driver. For example, the number of vibration pulses,pulse on and pulse off cycle patterns, pulse signatures, pulseintensity, or pulse location may be varied to produce various alerts. Asan example, when an object is first detected, a single pulse or uniquepulse signature may be provided, and as the vehicle moves closer to theobject, the separation time between pulses (or pulse signatures) isdecreased and/or the number of pules is increased, until a minimumseparation time is reached. The intensity settings for the proximityalerts (e.g., more intense as the crash threat is greater) may bedistinct from the crash alert settings to reduce customer discomfort orannoyance

Examples of exemplary alert patterns are provided below. A haptic alertfor a Lane Departure Warning (LDW) event is indicated by three pulsescommanded with active periods of 80 ms and inactive periods of 120 ms. ARear Cross Traffic Alert (RCTA) event is indicated by three pulsescommanded with active periods of 100 ms and inactive periods of 100 ms.A Forward Collision Alert (FCA), Crash Imminent Braking (CIB), orAdaptive Cruise Control (ACC) event is indicated by five pulsescommanded with active periods of 100 ms and inactive periods of 100 ms.A Rear Park Assist (RPA) first detect event is indicated by one or twopulses commanded with active periods of 70 ms and inactive periods of130 ms. A RPA and Front Park Assist (FPA) near object event areindicated by five pulses commanded with active periods of 70 ms andinactive periods of 130 ms. An ACC “go notifier” event (to signal to thedriver using ACC, after the vehicle has come to a stop, that the vehiclethey are following has proceeded to move forward) is indicated by threepulses commanded with active periods of 100 ms and inactive periods of100 ms.

FIG. 7 is an isometric view of an actuator housing 700 that may beincorporated into the actuators 322, 332 described above, and FIG. 8 isa side view of the actuator housing 700. In general and additionallyreferring to FIG. 6, the motor 600 may be positioned in the actuatorhousing 700 for installation and operation, e.g., such that one motor600 and one housing 700 form each actuator 322, 332 (FIG. 3). Ingeneral, the actuator housing 700 is configured to protect the motor 600while enabling transmission of the haptic signal generated by the motor600 to the occupant.

The actuator housing 700 may have any suitable size and shape. In oneexemplary embodiment, the actuator housing 700 may include side walls702, a bottom wall 706, and a top wall 708. It should be noted that theterms “side,” “top,” and “bottom” are merely relative terms to describethe actuator housing 700 as depicted in FIG. 7 and do not necessarilyimply or require a particular orientation during installation oroperation. The side walls 702 may be configured with first and secondportions that separate to provide access to the interior of the actuatorhousing 700, for example, to install and/or replace the motor 600. Snapsor other locking mechanisms 710 may be provided to secure and releasethe respective portions. In other embodiments, the actuator housing 700may have a hinged or clam shell construction to accommodate the motor600. One or more of the walls 702, 706, 708 may define an aperture foraccommodate wiring members 720, which are coupled to the motor 600. Asdescribed in greater detail above, the wiring members 720 may be part ofthe wiring harness 360 that couples the motor 600 to the hapticcontroller 350 (FIG. 3).

As shown, the top wall 708 may be coupled to or formed by a plate memberwith at least one extended surface 712. The top wall 708 in FIG. 7includes extended surfaces 712 on opposite edges of the actuator housing700. Due to the extended surfaces 712, the top wall 708 may have greaterplanar dimensions than that of the bottom wall 706. In one exemplaryembodiment, the top wall 708 may be approximately 50% larger than thebottom wall 706, although other relative dimensions may be possible. Assuch, the top wall 708 may be sized to provide advantageous transmissionof the haptic response from the motor 600. For example, the largerdimension of the top wall 708 enables transmission of the hapticresponse over a larger area, e.g., the vibrations may be spread out overa greater area for enhanced detection by the occupant and to increasedetectability for a wider range of occupant sizes and occupantpositioning in the seat. As also described in greater detail below, thedimensions of the top wall 708 may also facilitate accurate, repeatableinstallation of the actuators 322, 332 (FIG. 3).

FIG. 9 is a top view of the lower seat member 210 removed from the seatback member 220 (FIG. 2) and with a cover removed. As discussed above,the lower seat member 210 may be formed by the seat pan 310 and firstand second bolsters 320, 330. As also introduced above, each of the seatpan 310 and first and second bolsters 320, 330 may include a foam body910, 920, 930 mounted on a frame (not shown in FIG. 9).

FIG. 9 particularly illustrates characteristics that facilitateinstallation of the actuators 322, 332 (not shown in FIG. 9) into thefoam body 920, 930 of the first and second bolsters 320, 330,respectively. In one exemplary embodiment, each foam body 920, 930defines a depression 922, 932 to accommodate one of the actuators 322,332.

FIG. 10 is a more detailed view of depression 932, although thedescription of FIG. 10 is also applicable to depression 922 (FIG. 9). Asshown in FIG. 9, the depression 932 is a multi-layered (ormulti-stepped) depression in this exemplary embodiment. In particular,the depression 932 includes a first layer 1030, a second layer 1032, anda third layer 1034. The layers 1030, 1032, 1034 are sized to securelyaccommodate the actuators 322, 332 (not shown in FIG. 10). Referringadditionally to FIGS. 7 and 8, the first layer 1030 is sized withrelative dimensions so as to accommodate the side walls 702 and bottomwall 706 of the actuator housing 700. Upon insertion of the side walls702 and bottom wall 706, the second layer 1032 accommodates the top wall708 of the actuator housing 700. The walls of the layers 1030, 1032function to accurately position the actuator housing 700 duringinstallation and to prevent lateral and longitudinal movement of theactuator housing 700 during operation. Additionally referring to FIG.11, which is a top view of an actuator (e.g., actuator 332) installed inthe depression 932, a topper pad 1100 may be provided to cover theactuator housing 700 during installation and operation, as well as toensure seat comfort and seat durability. The topper pad 1100 may be amesh or foam pad that fits within the third layer 1034 of the depression932. Upon installation, the actuator housing 700 and topper pad 1100 maybe stacked within the depression 932 to provide a generallyuninterrupted planar surface of the respective bolster 320, 330. Inother words, the installed actuators 322, 332 are generally placed tonot protrude or dent the lower seat member 210. FIGS. 12 and 13 arecross-sectional views along lines 12-12 and 13-13, respectively, of FIG.11 of an actuator (e.g., actuator 332) installed in a depression (e.g.,depression 932) and substantially encompassed by the foam body 930 andtopper pad 1100. As a result of this arrangement, the actuators 322, 332may be installed in the deepest and/or thickest portion of the foam body920, 930. In other embodiments, the actuators 322, 332 may be closer tothe surface or deeper in the foam body 920, 930.

As best shown in FIG. 10, the depression 932 further includes athru-hole 1036 to accommodate portions of the wiring harness 360, suchas the wiring members 720 extending through the actuator housing 700discussed in reference to FIGS. 7 and 8.

Referring again to FIG. 9, the depressions 922, 932 are depicted on the“top” side (or A-surface) of the lower seat member 210. However, inalternate embodiments, the depressions may be formed on the “bottom”side (or B-surface) on the underside of the lower seat member 210.

Still referring to FIG. 9, the route of the wiring harness 360 isschematically shown. In particular, the wire passages 950 extend throughthe foam bodies 910, 920, 930 to accommodate the wiring harness 360 suchthat the motor 600 (FIG. 6) is electrically coupled to the hapticcontroller 350 (FIG. 3). Typically, the wire passages 950 include afirst wire passage 952 to accommodate a first wire 954 of the wiringharness 360 to the first actuator 322 (FIG. 3) and a second wire passage956 to accommodate another wire 958 of the wiring harness 360 to thesecond actuator 332 (FIG. 3). In one exemplary embodiment, the wirepassages 952, 956 may extend to a common side of the lower seat member210. In the depiction of FIG. 9, the wire passages 952, 956 andassociated wires 954, 958 extend from the respective actuators 322, 332through the lower seat member 210 and to the haptic controller 350. Asshown, the haptic controller 350 may be offset relative to the actuators322, 332 such that the haptic controller 350 is closer to one actuator322 than the other actuator 332. In one exemplary embodiment, the hapticcontroller 350 may be located underneath the lower seat member 210,although other locations may be provided. This arrangement results inthe wires 954, 958 being different lengths, e.g., the wire 958 is longerthan wire 954. The length difference between the wires 954, 958functions to prevent wiring errors during installation. Referring to thedepicted exemplary embodiment, the wire 954 is the shorter wire, andthus, unable to physically reach the far side actuator 332, which inturn, helps ensure that the wire 954 is properly coupled to thedesignated controller output for the actuator 322, e.g., the wire 954for the right side actuator 322 is coupled to the left side output ofthe haptic controller 350. In some instances, a misrouted wire may notbe able to physically reach the haptic controller 350. The controllermay additionally have inputs on opposite sides to receive the wires 954,958. As shown in FIG. 9, one exemplary arrangement may have the leftside wire 954 from the left side actuator 322 coupled to the left sideof the haptic controller 350 and the right side wire 958 from the rightside actuator 332 coupled to the right side of the haptic controller350. This arrangement additionally may prevent wiring errors.

The embodiments described herein provide numerous advantages over prioralert devices. For example, by placing haptic motors within theresilient foam cushion of the seat, direct contact between the seatframe and the motors may be eliminated. Accordingly, transmission ofvibrations through the seat and between motor locations may be reduced.In addition, the motors may be placed under the legs of an occupant toimprove directional feedback (e.g., to the left or right of the driver).The resilient foam seat bottom further dampens or attenuates vibrationtransmission between motor locations. Furthermore, the intensity ofhaptic pulses at a first motor may be based on the vibration dampingbetween the first motor and a second motor location to achieve a desiredpulse intensity at the first motor with no, or only minor, vibrationcrossover to the second motor location.

While at least one exemplary embodiment has been presented in theforegoing detailed description, it should be appreciated that a vastnumber of variations exist. It should also be appreciated that theexemplary embodiment or exemplary embodiments are only examples, and arenot intended to limit the scope, applicability, or configuration of thedisclosure in any way. Rather, the foregoing detailed description willprovide those skilled in the art with a convenient road map forimplementing the exemplary embodiment or exemplary embodiments. Itshould be understood that various changes can be made in the functionand arrangement of elements without departing from the scope of thedisclosure as set forth in the appended claims and the legal equivalentsthereof.

What is claimed is:
 1. A haptic feedback system, comprising: a bottom seat member comprising a seat pan with a first side and a second side, a first bolster positioned on the first side of the seat pan, and a second bolster positioned on the second side of the seat pan, wherein the first bolster and the second bolster include a resilient material; a first motor supported by the resilient material of the first bolster; and a second motor supported by the resilient material of the second bolster.
 2. The haptic feedback system of claim 1 further comprising a seat frame, and wherein the resilient material of the first bolster is disposed between the first motor and the seat frame to attenuate vibrations between the first motor and the seat frame, and wherein the resilient material of the second bolster is disposed between the second motor and the seat frame to attenuate vibrations between the second motor and the seat frame.
 3. The haptic feedback system of claim 2 wherein the resilient material of the first bolster substantially encompasses the first motor to attenuate vibrations between the first motor and the seat frame, and wherein the resilient material of the second bolster substantially encompasses the second motor to attenuate vibrations between the second motor and the seat frame.
 4. The haptic feedback system of claim 1 wherein the first bolster defines a first depression and the second bolster defines a second depression, and wherein the first motor is disposed within the first depression and the second motor is disposed within the second depression.
 5. The haptic feedback system of claim 1 further comprising a controller in communication with the first motor and that generates a pulse width modulation (PWM) signal to command the first motor based on a vibrational coupling between the first motor and the second bolster and to command the second motor based on a vibrational coupling between the second motor and the first bolster.
 6. The haptic feedback system of claim 5 wherein the first motor include a first axis of rotation, and wherein the controller generates the PWM signal to command the first motor to generate haptic pulses with a peak vertical acceleration normal to the first bolster that is at least seven times greater than a peak fore-aft acceleration parallel to the first axis of rotation.
 7. The haptic feedback system of claim 5 wherein the controller generates the PWM signal that commands the first motor to generate haptic pulses so that the peak vertical acceleration at the first motor is at least five times greater than a peak acceleration in a vertical direction, a fore-aft direction, and a lateral direction at the second bolster when the second motor is not actuated.
 8. The haptic feedback system of claim 5 wherein the controller generates a second PWM signal to command the second motor to generate haptic pulses with a second peak acceleration that is within about 10% of a peak acceleration of the haptic pulses generated by the first motor.
 9. A vehicle seat assembly, comprising: a seat frame; a bottom seat member secured to the seat frame, the bottom seat member comprising a seat pan with a first side and a second side, a first bolster positioned on the first side of the seat pan, and a second bolster positioned on the second side of the seat pan, wherein the first bolster and the second bolster include a resilient material; a first motor supported by and separated from the seat frame by the resilient material of the first bolster to attenuate vibrations between the first motor and the seat frame; and a second motor supported by and separated from the seat frame by the resilient material of the second bolster to attenuate vibrations between the second motor and the seat frame.
 10. The vehicle seat assembly of claim 9 wherein the resilient material of the first bolster substantially encompasses the first motor, and wherein the resilient material of the second bolster substantially encompasses the second motor.
 11. The vehicle seat assembly of claim 9 wherein the first bolster defines a first depression and the second bolster defines a second depression, and wherein the first motor is disposed within the first depression and substantially encompassed by the resilient material of the first bolster, and the second motor is disposed within the second depression and substantially encompassed by the resilient material of the second bolster.
 12. The vehicle seat assembly of claim 9 further comprising a controller in communication with the first motor and that generates a pulse width modulation (PWM) signal to command the first motor based on a vibrational coupling between the first motor and the second bolster.
 13. The vehicle seat assembly of claim 12 wherein the first motor include a first axis of rotation, and wherein the controller generates the PWM signal to command the first motor to generate haptic pulses with a peak vertical acceleration normal to the first bolster that is at least seven times greater than a peak fore-aft acceleration parallel to the first axis of rotation.
 14. The vehicle seat assembly of claim 12 wherein the controller generates the PWM signal that commands the first motor to generate haptic pulses so that the peak vertical acceleration at the first motor is at least five times greater than a peak acceleration in a vertical direction, a fore-aft direction, and a lateral direction at the second bolster when the second motor is not actuated.
 15. The vehicle seat assembly of claim 12 wherein the controller generates a second PWM signal to command the second motor to generate haptic pulses with a second peak acceleration that is within about 10% of a peak acceleration of the haptic pulses generated by the first motor.
 16. A vehicle, comprising: a seat frame; a bottom seat member secured to the seat frame, the bottom seat member comprising a seat pan with a first side and a second side, a first bolster positioned on the first side of the seat pan, and a second bolster positioned on the second side of the seat pan, wherein the first bolster and the second bolster include a resilient material; a first motor supported by and separated from the seat frame by the resilient material of the first bolster to attenuate vibrations between the first motor and the seat frame; a second motor supported by and separated from the seat frame by the resilient material of the second bolster to attenuate vibrations between the second motor and the seat frame; and a controller in communication with the first motor and the second motor and that generates a first pulse width modulation (PWM) signal to command the first motor based on a vibrational coupling between the first motor and the second bolster and that generates a second PWM signal to command the second motor based on a vibrational coupling between the second motor and the first bolster.
 17. The vehicle of claim 16 wherein the first bolster defines a first depression and the second bolster defines a second depression, and wherein the first motor is disposed within the first depression and substantially encompassed by the resilient material of the first bolster, and the second motor is disposed within the second depression and substantially encompassed by the resilient material of the second bolster.
 18. The vehicle of claim 16 wherein the first motor include a first axis of rotation, and wherein the controller generates the first PWM signal to command the first motor to generate haptic pulses with a peak vertical acceleration normal to the first bolster that is at least seven times greater than a peak fore-aft acceleration parallel to the first axis of rotation.
 19. The vehicle of claim 16 wherein the controller generates the first PWM signal that commands the first motor to generate haptic pulses so that the peak vertical acceleration at the first motor is at least five times greater than a peak acceleration in a vertical direction, a fore-aft direction, and a lateral direction at the second bolster when the second motor is not actuated.
 20. The vehicle of claim 16 wherein the controller generates the second PWM signal to command the second motor to generate haptic pulses with a second peak acceleration that is within about 10% of a peak acceleration of haptic pulses generated by the first motor with the first PWM signal, and wherein the first PWM signal and the second PWM signal include substantially a same PWM pattern. 